Gustav eeinke



(No Model.) 2 Sheets-Sheet 1.

G. REINKE.

SELF ACTING CARRIAGE BRAKE.

No. 366,737. Patented July 19, 1887.

N. PETERS. Phalfl-Ulhogmphar. Washington. D. C.

2 sheeis-sheet 2.

(No Model.)

G. REINKE.

SELF ACTING CARRIAGE BRAKE.

Patented July 19, 1887.

N. PLTERS, Phomuxhu n har, Wumwan. u. c

UNITED STATES PATENT OFFICE.

GUSTAV REINKE, OF NAKEL, PRUSSIA, GERMANY.

SELF-ACTING CARRIAGE-BRAKE.

SPECIFICATION forming part of Letters Patent No. 366,737, dated July 19,1887.

Application filed December 11, 1885. Serial No. 185,349.

Belgium, October 2, 1885, No. 70,379; 35.469 and No. 67,364.

(No model.) Patented in Germany March 20,1885, No. 32,794; in inEngland, October 19, 1855, No.1"2,473, and in Austria-Hungary June22,1886, No.

To all whom it may concern.-

Be it known that I, Gosrnv REINKE, at Nakel, in the Kingdom of Prussiaand German Empire, have invented new and useful Improvements inSelf-Acting Carriage-Brakes, of which the following is a specification,reference being had therein to the accompanying drawings, (no patentsbeing obtained by me anywhere for this invention, save in Great Britain,No. 12,473, dated October 19, 1885; in Belgium, No. 70,378, datedOctober 2, 1885, and in Austria-Hungary, No. 35,469 and No. 67,.364,dated June 22, 1886.)

The object of the present invention is to effect an automatic working ofa carriagebrake, and thereby prevent accidents which are liable tohappen to carriages when driven downhill at too quick a rate.

Figure 1 shows the plan of a carriage provided with such a brakingappliance. Fig. 2 is a section of Fig. 1 on line A B. Fig. 3 is a frontview of the arrangement of the lever attached to the braking appliance.Fig. 4 showsthe position of the lever appliance when the brake is notdown. Fig. 5 shows the brake-block. Fig. 6 shows a lever which maintainsthe brake-blocks in their pressing position.

In the design, a indicates the brake-beam.

1) indicates the carriage-beam.

0 indicates the carriage-axle.

(Z indicates the carriage-pole.

6 indicates the carriagebars.

f are iron rails, between which the levers move.

g is a connecting-rod, which connects the railsf with the pole d.

h is a cross-beam arranged at the back end of the pole.

i is the lever-transmission, which moves be tween the two iron rails f.

k are the brake-blocks.

Z are the carriage-wheels.

m is a bolt thrust through the carriage-pole d to hold it fast.

n are holes into which bolt on is put in order to fasten thecarriage-pole.

0 is a hole in the carriage-beam, into which bolt on is put when notused.

1) are rails that connect the cross-beam h with the brake-beam a.

q is a slot made in the carriage-pole for the purpose of limiting thefor ward-andback ward motion of the pole.

r is the bolt that works into this slot.

8 is the frame of the carriage.

t are the hooks stuck through the carriagebeam b and screwed onto thebrake-beam.

u are screws by means ofwhich the carriagebeam 1) is fastened to theframe 8.

o are bars which connect the cross-beam h with the lever-transmission i.

w is a lever provided with wedge J0 and fixed between carriage-beam I)and brake-beam a for the purpose of pressing the latter against thecarriage-wheels Z.

x is the wedge sliding on lever 10.

y is a piece of plating applied to the right side of the carriage poleto prevent the carriage and the brakebeani from getting chafed and worn.

z is the hook fastened for the horse-collar at the front end of thecarriage-pole.

The working of this self-acting brake is as follows: In the same momentin which the motion of the carriage begins to get quicker than that ofthe horses, which often occurs when driving downhill, the horses pull attheir collars fastened by means of hook z to the pole, and by doing sodraw the pole back the full length of the slot q, into which the bolt inworks, as stated above. By means of screw 9, applied to the back part ofthe pole, and by means of the lever-transmission i, which swings betweenthe rails fjronnd the bolts 8 8, this motion of the carriage-pole istrans-' ferred to the bars 1) and to the cross-beam 71, connected withthen. The cross-beam h is, however, firmly joined to the brake-beam a bymeans of rails 12 and consequently the brakebeam follows the backwardmotion of the carriage-pole. Thebrake-bloeks attached to the brake-beamthen press against the front wheels Z and stop the carriage in a moment.

The braking appliance can of course be constructed in such a way thatnot the pole d itself but a pole or bar placed under the pole d andreaching up to the end of the latter is drawn back by. the action of thehorsecollars. Then, also, the brake-blocks can be arranged tooperate onthe hindwhe'els instea of the front wheels of the carriage.

If it is required to stop the carriageinstantaneously without causingthe carriage pole to be shoved back by the horses pulling at theircollars, the lever 10 (shown in Fig. 6) is inserted between the twobeams a. and b so that the wedge 00 presses the brake-beam a, and withit, of course, the brake-blocks 70, against the carriagewheels.

If the brake has to be disengaged entirely, the bolt. m is put intoholes 01. of the frame 8 and of the carriage-pole, which correspond whenthe brake is not on, and the poleis then stationary.

d, by means of connecting-rod g, leversi on iron rails f, and'bars v,substantially as de scribed.

In witness whereof I have hereunto set my hand in presence of twoWitnesses.

GUSTAV REINKE.

\Vitnesses:

HERMANN ZIMMERMANN, B. R01.

